Machine-control mechanism



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C. H, @ULL M'ACHINE CONTROL MECHANISM original Filed March 2151921 esheets-shew v MACHINE'COTROL MECHAN'ISM' Original Filed March 2l`. 19216 Sheets-Sheet 5 www@ Judy 24;-, M923.

c. H. @ILL MACHINE CONTROL MECHANISM 6 sheets-sheet 4 Original FiledMarch 2l. 19,21

, i H. GILL- MACHINE CONTROL MECHANISM original Filed March 21.1921` Jes sheets-sheen MACHINE CONTROL MECHANISM .A l original Filed March 21;1921* e sheets-sheet e [mwen/far.-

Patented duly 24, 1923i.

appa

CHARLESH. GILL, OF CHECAGO, XLLNUIS.

MACHINE-CONTROL MECHANSll/I.

Application led March 21, 1921, Serial No. 454,260. Renewed June 8,1923. Serial No. 552,98.

To all whom t may Concern Be it known that l, @Hannes H. GILL, a-

' tain the speed otl the said machine substantially constant at a givenrate throughout variations in the degree of resistance that may beoffered to the operation of the said machine and for changing the saidgiven rate of speed Votl the niachineto such other ,v given rate as maybe desired by the operator at the will ot the operator.

, The objects of my invention are, iirst, to provide a governor actuatedb v the motor; second, to provide a controlling vmember actuated by theoperator manually and adapted to co-act with the said governor tor thejoint control of the supply of motive power furnished to the said motor;third, to provide automatically acting transmission mechanism fortransmitting the power developed b v the said motor to the said machineand for varying` the ratio of the speed of the machine to the speed ofthe motor in such manner as to decrease the said ratio in inverseproportion to increases in the resistance offered to th:x operation oilthe machine and to increase the said ratio in inverse proportion todecreases in the resistance offered .to the operation .of the machine;fourth, to provide means actuated by the said controlling member forreversing the direction of operation ofthe machine without reversing thedirection of opera-tion of the motor; iitth,y to provide brakingmechanism adapted to resist the operation ot the said machine; and,sixth, to provide means actuated by the said controlling member foradjust-ing the said braking mechanism.

I attain these objects, and others as may hereinafter appear, by meansot the mechanismillustrated in the accompanying drawings, in Which-Figure 1 isa side elevation and partly sectional view ot the entiremechanism; Figure 2 is a plan view ot the same; Figure 3 is an enlargeddetail plan viewot the steering wheel and control lever; Figure 4 is asection on the line '-t-l ot Figure 1 and enlarged; Figure 5 is asection on the line 5 5 Ot" Figure 4; Figurt` (i is an enlarged sideelevation and partly sectional view of the throttle controllingmechanism; Figure 7 is an enlarged plan section on the line 7-7 ol"-Figure l; Figure S is an enlarged plan section on the line- 8-8 otFigure 1; Figu1e`9 is an enlarged section on the line 9 9 ot Figure l gFigure 'lll is an enlarged section on the line itl-l0 ot Figure 1;Figure l1 is another view of the same showing the valve fully open;Figure l2 is an enlarged side elevation and partly sectional view of thebrake pump and clutch mechanism showing the clutch ineinoperativeposition; Figure 13 is a .similar view showing the clutch engaged; andFigure 1da section taken on the line 1-1--14 of Figure l.

Similar numerals refer to similar parts throughout the several views.

The transmission mechanism illustrated and described as a part ot themechanism employed in this embodiment ot my invention is the same asthat forming the subject of my application `for Letters Patent, SerialNumber 483,930, tiled-December 29th, 1920, and the brake mechanismemployed herein is .a slightly modified form of that forming the subjectof my application for Letters Patent, Serial Number 440,195, tiledJanuary 26th, 1921. Reference may be had to those applications inconnection with the present ap- 'plication The embodiment of myinvention herein illustrated and described is constructedwith specialreference to use upon a motor driven vehicle', this being one of theuses to which it is4 adapted, but it should be understood that myinvention is not limited to such use, since it is capable of controllingany. motor driven machine. lnv describing this embodiment et finvention, l refer hereinafter to control m ofy the speed of the motorthrough adjustment of the throttle valve, but it should be understoodthat a rheostat miffht be substituted for the throttle valveCl where thcmotor is electrically driven.

' Referring to the drawings, 21 designates a control lever ixed to ashaft 22 and adapted to rotate that shaft when the lever 21 is moved.The lever 2l 'is provided with an upwardly projecting handle. 23 forcon-- venience in manually adjusting it and with a y pointer portion 24adapted to indicate graduations 25 upon a dial or scale .platel 26 whichis supported by a bracket 27 secured to the steering 'post 28. Thesteering post 28 is a stationary sleeve secured'to the ve- ,hicle bodyor frame and havinga steering sleeve 29 rotatably mounted therein, witha steering wheel 30 fixed to the upper portion `spider end of the. shaft22 projects slightly beyond the sleeve 29 to permit -the lever 21 tobesecured to the shaft 22 outside ofthe sleeve 29. The 'sleeve 29 isprovided with the usual ittingsf33 for operatively connecting 1t withthe steering mechanism of the vehicle, none ofK which is illustrated`herein as it forms no- .part of my invention and4 is not pertinentthereto.

A -gear wheel belowthe steering sleeve 29 and this gear wheel 34 islarger in diameter than.' the pinf ion 35 ywith which' it engages. Thepinion 35 is internally .threaded to engage the y threads 36 upon theshaft 37v mounting that pinion. A bracket 38 is secured to the frame 32and providedwith. arms 39 having-,openf ings 40 .through which the shaft37 passes freely but which arms 39 prevent the pinion 35 from havinglongitudinal movement of or upon the shaft 37. Thus,'rotation of thepinion 35 in either direction will'cause longitudinal movement of theshaft 37 through 'the screw engagement of the pinion 35 with theshaft37. An opening 41 in "a part of the frame 32`is adapted to receivethe 4lower end lof. the shaft 37 and to permit longi.

- tudinal movement ofthe shaft 37 therein while preventing rotation ofthat shaft thiough the `engagement of a feather 43 on in the` opening41.

that lshaft near its end with a keyway 42 A wide pinion' is` providedwith internal threads to engage 'the threads 36 on 34'Pis fixedto theinnesca the shaft'37 which passes through the pinion i 44. `A sleeve .45'is slidably and rotatably mounted upon the shaft 37 and is secured t0the pinion 44 for rotation and longitudinal movementtherewith. rThesleeve 45 is l provided with circumferential rack teeth 46 throughoutitsflengthand these rack teeth 46 engage with a pinion 47 lixed upon thestem 48 of a throttle valve (not shown). This throttle, valve is of thetype of valve having a closed position of its stem but adapted to beopened-by movement Vof the stem in either rotary direction from thatclosed position. VThus, movement of the sleeve 45 either upwardly ordownwardly -willy open the throttle valve a corresponding degree whensuch movement occurs from a vposition in' which the throttle valve isclosed,

thus permitting the passage ofcorrespond' ing quantitiesof gas or steamtothe engine and regulating its speed of operationacf cordingly. Whenthe control lever 21 isat l neutral position and when the motor is notrunning, the position ofthe vshaft 3 7 and of the' sleeve 45thereon issuch as to insure the pinion 47 and valve stem 48 being turned to theposition necessary to secure complete closure ofthe throttle valve.

A gear wheel 49 4is rotatably mounted as an id er on. a shaft 50 whichis journaled in the frame 3 2 and the gear wheel 49 engages with and isadapted to rotate the wi'depinion 44 :upon the threaded shaft 37 and tothus. icause longitudinal movein'ent of the pinionv 44 and sleeve 45upon that shaft through the screw engagement of the inion -44 withftheVthreads 36 of, that sha t. A bevel gear wheel v51 is fixed to-l the gearwheel for rotation therewith and is. engaged by a bevel gear wheel 52fixed upon a shaft 5.3'

which isvjfournaled in the frame 32. A gear wheel 54 is also vfinedupon`the shaft 53 and is engaged by a rack.\ 55 at ytheend of an arm 56which isslidably mounted in the frame32.

An upwardly extending portion. 57 of the arm 56. terminates inabifurcated portion 58 the points of which portion- 58 project into acircumferential groove 59 in a sliable collar 60 forming a part of agovernor 61.

The governor 6l is mounted upon a shaft 62Y and'v is o rated by and inproportion to the speed o rotationof that shaft. The governor 61consists of a collar 63 Vwhich is fixed to the shaft 62 and the collar60 which is feathered upon the shaft 62 for longitudinal movement ofandupoii that shaft while being secured for rotation with the'shaft 62.Flat metal strips or springs 64 are fixed at each end to the collars 60and 63 and each of the springs 64 is provided with a weight 65 fixedupon it at the centerfof its length.

As this is a well known form/of .governor v mechanism, it need not bedescribed in vfurther detail.

As the rotary speed of the shaft 62 increases the weights 65 'are movedfurther away from the center of rotation under the` action ofcentrifugal force and the slidable collar 60 is correspondingly drawntoward the collar 63 against the resistance of the springs 64 and as thespeed of theshaft 62 decreases lthe weights 65 approach the center ofrotation and move the collar 60 away from the collar 63. The sliding'movements of the collar 60 are communicated to the 'rack 55 through thegroove 59 and arm 56 and thissliding movement ,of the Vrack 55 rotatesthe gear wheel 54 and,

through the fbevel gear wheels 52 and 5] i and the gear wheel 49,rotates the pinion 44 andcauses it to move upwardly or downwardly uponthe shaft 37 according tothe direction of the movement ofthe collar 60.

Thus, the speed of the motor or engine is controlled primarily by theposition of the control lever 21 and consequent position of the shaft 37andthe sleeve'45, which moves longitudinally with the shaft 37 The speedofthe motor is secondarily controlled, however,.by the positiony of. thesleeve` 45 on the vshaft 37 and relative thereto and this, in

turn, is controlled by the speed 'of the shaft62. i

The mechanism for automatically adjusting the ratio of the rota shaft 62to the'rotary spee of the driving shaft 66 might be that disclosed inmyLetters Patent-No. 1,410,747, dated March 28th,A

1922,l for friction transmission mechanism, or that disclosed inmyapplication for Let ters Patent, `tiled January 17th,'1921, SerialNumber 437,801, but I have chosen to illustrate and describe one oftheQembodiments of the invention disclosed in my application forLette-rsPaten't, filed December, 29th, 1920, Serial Number 433,930.

A friction disk 67 is feathered upon the driving shaft 66 in vsuchmanner as to be slidable longitudinally 'of and upon that shaft butsecured for rotation therewith.` A spiral spring 68V surrounds the shaft66 and presses one of its ends againt a collar 69 which is adjustablysecured to the shaft 66 bv means of` al setsc-rew and the other end ofthe. spring 68 ypresses against the fric-l .tionA disk 67 and urges itaway from the collar 69.V The tension of thesp'ring 68'can be adiustedby movement of thecollar 69 and the securingof that collar by means ofthe set'screw 70.

A friction wheel 71 is rotatably' mounted upon a shaft 72 andis freelyslidable longitudinally of and upon that shaft which is'A journaled forrotation in the f frame 32.

Shafts 73 and 74 are also' journaled in the frame 32 and .are parallelwith and one upon each side of the shaft 72'. The shaft 72 is providedwith a keyway`75 therein and runningflongitudinally thereof and a collar76 which loosely surrounds the shaft72 is.

shafts. speed' of thev provided with an internally projecting eather 77which engages with the keyway and is thus locked to the shaft 72 forrotation therewith while being freely slidable longitudinally thereofand thereon. A gear. wheel 7 8 issecured to the collar 7 6v for rotationand longitudinal movement therewith and the "ear wheel 78 envao'es withC t) D and `is adapted to rotate the pinions 79 and 80, whicharerespectively feathered upon the shafts 73 and 74, thus rot-atingthose shafts. A gear wheel 81 is secured to the friction wheel 71 forrotation and longitudinal movement therewith and 'this' gear wheel 81engages with and is adapted to rotate pinions 82 and 83 which areinternally threaded and which engage respectively with the threads uponthe shafts 73 and 7 4 upon each of which one of the said pinions ismounted. '1l-he threads upon the shafts 73 and 74 are similarly inclinedwith respect to each otherso that the internally threaded pinions 82 and83, will travel upwardly* or downwardly upon their respective shafts inunison with each other whenever they are rotated at a speed ydifferingfrom the rotary i speed of their respective shafts but in similar rotarydirectionsto their said respective in like directions, to theirlrespective shafts, the pinions 82 and 83'will remain stationary inrespect to their shafts.I

When rotated :at like speeds, and

The gear wheel 78 1s somewhat 4greaterlin diameter than'- the gear wheelv81 .and the pinions 79 and 80 are correspondingly 4smaller in diameterthan the pinions 82 and ico 83, so that when the gear wheelsg78 and 81 iare rotating in the same direction and at'the v,

same rate of rotation the shafts 73 and 74 will be. rotated at,somewhatgreater speed than the internally threaded `pinions 82 and 83 thereonand the pinions 82 and 83 will, consequently, move upwardly upon' their1 e. spective shafts through their screw engagements therewith. 'i

A frame 84.embracesthe'ifriction wheel 71, the collar 76, they gearwheels 78` and 81,'V

and the pinions 7 9, 80, 82 and 83, heingdprofff vided withopenings-.thereinfor the passager` therethrough ofthe shafts 7 2: 7 3and 74, and.

being adapted to slide upwardly or down? wardly upon the said shafts. jWashers 85 surround the various shafts' within the the spring 86.

` Number 440,195.

vthrough the frame 84. The sleeve 87 is provided wit-h. a milled-head 89for adjustment and va set screw 90, working through an vinternallythreaded opening in a part 91 of the frame 84 is adapted to hold themilled head 89 against movement at other times'. A Washer 92 surroundsthe shaft 72 and is interposedbetween the lower end ofthe sleeve '87 andthe upper end of A bevelgear wheel 93 is fixed upon the shaft 72 andengages with a bevel gear Wheel -94 fixed upon the shaft 62 which 1sjournaled in the frame 32. l

.The brake devicewhich is now to be described is the same, withunimportant modifications, as that disclosed in my application forLetters Patent for brake for vehicles, .filed January 26th, 1921, SerialIn view of this, it is believed lto be unnecessary to 4describe this devicel in complete detail, since reference may be had to the applicationnamed in connection with this application.'

A. pumpv casing 96 has a rotatable pump core A97 therein and the pumpcore 97 is secured upon -a sleeve 98 which surrounds the shaft 62 but isnot secured to that shaft.'

The end of the sleeve 98 is provided withy a clutch member 99 which isadapted to engage with 'a clutch member 100 which is I feathered uponthe Shaft 62 forslidable motion'longitudinally of and upon that shaft"but secured for rotation therewith. The

clutchmember- 100 is provided witha sleeve4 portion 101 having a wideannular groove l102 therein. A ring 103 fits loosely around the'sleeveportion 101 within the groove 102 and has a projection 4104: to which issecured one. end of a spiral spring 105, the other end of which issecured to the frame 32 in such manner that the spring 105 constantly.urges the sleeve portion 101 and the clutch member 100 out ofengagement with the clutch member 99. v i lA slotted arm 106` surroundsthe sleeve portion 101, fitting loosely within the groove 102 and iscapable of upward or down-v ward" motion -withiri that groove-but not ofsidewise motion because of the elongatedshape of the slot. The face ofthe arm 106 that is toward the ring 103 is smooth and level buttheopposite face is provided with rot-ation therewith.

the slots 109 and blades 11.0 are of the same cam surfaces 107 upon itsupper and lower portions, with a level or normal surface 108 between.When the arm 106 is in such position that the level surface 108 iscentral upon the sleeve portion 101, the spring 105 70 holds the clutchmember 100 out of engagement with the clutch member 99, but whenthe arm106 is moved upwardly or downwardly the cam surfaces 107 force thesleeve portion 101 and clutchl member 100 along the shaft 62 and causethe clutch member 100 to engage the clutch member 99. Since the clutchmember 100 is feathered upon and rotatable with the shaft 62, thiswill'th'en lock the pump core 97 to the shaft 62 for The pump core 97 isrovided with slots- 109 in which ,pumpbla' es 110 are adapted to slide,`being' normally forced partly .out of the slots 109by spiral springs 111'therein which urge the blades: 110 to Contact at 'A their outer endswithv thg casing 96. The

pump, core- 97 is -of such width as to fit closely against the casing 96at its sides and width asthe core 97.

The core 97 isof lesser diameter than the inside diameter of thegreater-part of the casing, 96, sothat there exists an air space 112between. .Atone point 1-13, however, the thickness of they casing 96 isincreased to-such an extent as to contact with the core 97 and on oneside of the point 113 the thickness of the casing 96 diminishesgradaally, forming a cam sur-face 114 and on the opposite side of thepoint 113 the thickness loo .of the casing 96 becomes abruptly itsnormal or general Athickness 'as throughout the balance of itscircumference. An air inlet opening 115 passes through the thick por-105 tion of the casing 96 and opens into the air space 112.

.An outlet opening 116 also passes through the casing 96 and a lguidebar 117 crosses the opening 116 centrally and'is curved to coliform toand continue the cam surface 114 whilepreventing the blades' 110 fromer1- tering the opening 116. Piping 118 is con nected `to the casing 96and in communicatio'n'withthe opening 116 and is adapted 115 to carrythe air pumped by the rotation of lthe core 97 and`blades 110 to a valve119J l which, in 'this construbtiom is situated at .some distance fromthe pump. The piping 118 is provided Witha safety or blow-off 120 Avalve120 which can be regulated to permit` the escape of air from the pipingwhen it` becomes com ressedbeyond the degree for which the va' ve 120 isset.`

Thegvalve 119' consists of a cylindrical" 125 casing 121 havlng circularopenings in opposite sides thereof, one of these openings 122 being forthe escape of air` and the otherl 4opening 123 being for the ingress ofair into the valve. The piping 118 connects the 130 no' y vcasing 121upon a shaft 126 to which it is fixed and which shaft 126 is journaledin the frame 32. A pinion 127 is also fixed upon the shaft 126 and isadapted to engage with and be rotated by a segmental gear wheel 128,which is fixed upon the shaft 22, whenever the shaft 22V is rotated soas to bring a" toothed segment into position to engage the 'pinion 127.An arm 129 is secured to the shaft 126 and is hingeably secured at itsopposite end to a link 130, the opposite end of which link 13() ishinged to one end of an arm 131. The arm 131 is pivoted at near itscenter upon the frame 32 by mean of a pin 132 and an extension 133 ofthe s otted 'arm 106 is hinged to the-arm 131 at the end opposite tothat of the link 130. Thus, movement of the shaft 126 in rotation and inopening or closing the valve 119 acts, through the arms and links justenumerated, to raise or lower the slotted arm 106 and to thus engage ordisengage the clutch members 99 andv100. Since the valve 119 is of thetype that may be opened by rotation of its core in either direction, andsince movep ment of the slotted arm either upwardly or downwardly fromnormal position engages the clutch members and thus starts the pump to'operating, this pneumatic braking means may become effective by rotationof the shaft 22 in either direction from acertain point.

lThe shaft 62 does not Aconnect directly with the vehicle wheels orother mechanism it is to drive but connects with reversing mechanism 134and drives a shaft 135 therethrough in either the same direction ofVrotation or in the opposite rotary direction according to theregulation of the reversing mechanism 134. -Since this reversingmechanism may be of any of the well known forms, and since it forms nopart of myinvention, I have illustrated it as enclosed in a casing,without showing any details of its construction. Since the method ofadjusting'this reversingr mechanism for giviiig forward or backwardrotation to the shaft 135 does form a part of m.y invention, lillustrate the means for so adjusting it.

A lever 136 is adapted to change the relation of the gears comprisingthe reversing mechanism 134 so as to cause the rotary motion of thesha-ft 62 in one direction to be transmitted to the shaft 135 as rotarymotion in either the same or the opposite direction according to theposition of the lever 136. rlhis lever 136 is bent at right angles `nearits lower end and that end is hingealoly.` secured to a sleeve 137 whichpasses through loi an opening 138 in a part ofthe frame 32 and isyfeathered therein in such 'manner as to have free longitudinal slidingmovement but to be held against rotation. rlhe sleeve 137 is internallythreaded and a shaft 139, being provided with threads 140 for a por tionof its length, passes through the sleeve 137 and engages with thethreads therein. The shaft 139 is journaled-in the frame 32 and has abevel gear wheel 141 fixed to it near its end opposite to that carryingthe threads 140. The bevel gear wheel 141 engages with and is rotatableby a bevely gear wheel 142 which is secured to a shaft V143 which is-journaled in the frame 32. A

pinion 144 is also secured upon the shaft 143.

and is adapted to be engaged by the segmental gear wheel 128 and rotatedthereby whenever the shaft 22 is rotated so as vto bring the toothedsegment 149 of the segmental gear wheel 128 into engagement with thepinion 144,

lVhen the pointer 24 ofthe lever 21 stands so that it indicates "S uponthe scale plate 26, as illustrated in Figure 3, the throttle valve iscompletely closed, the motor is stopped, the clutch members 99 and 100are engaged so that the pump would be operating if the shaft 62 wasrotating, the valve 119 is fully closed and the reversing mechanism isset so that the shaft 135 is adapted to be rotated in the same directionas the shaft 62.

Now, should the lever 21 be moved so that the pointer 24 indicates Ffand which means that the vehicle is to go forward, the

partial rotation of the shaft 22 and consequentpartial rotation of thegear wheel 34 will rotate the internally threaded pinion 35 and thuscause the threaded shaft 37 to be moved upwardly somewhat, carrying withit they internally threaded pinion 44 and the sleeve 45, rotating'thepinion 47 by means of the'engaging circumferential rack teeth 46 on thesleeve 45 and slightly opening the throttle valve thereby, but notsufficiently to permit starting of the motor. 141s the lever 21 isfurther advanced in the same direction, however, and as the throttlevalve is correspondingly further opened, the motor may be started byusing any of the well gear wheel 128 is brought into engagement with thepinion 127 and the shaft 126 is rotated sufficient to fully open thevalve 119, thus relieving the machine of all braking effect. Furthermovement of the lever 21 in the same direction will not affect the valve119 since no segmentio'f the segmental gear wheel 128 will then engagethe pinion 127.

At the same time that the rotation of the pinion 127 and shaft 126 isopening the valve 119, this same rotation of the shaft 126 is` opening,and thus the pump becomes disconnected from the shaft 62 through thedisconnectionof the clutch members 99' and 100.

The motor having been startedis rotating the shaft 66 and the frictlondisk 467 which is feathered thereon and lpressed against the peri heryof the friction wheel 71 b the spira 'spring 68.. The friction Whee 71is rotated through its frictional engagement with the friction disk' 67and rotatesv the internally threaded pinions 82 and 83 by means of thegear wheel 81 which is' secured for yrotation with the Jfriction wheel71. At the same time,`the friction wheel 71 causes the collar'76 and itsattached gear wheel 78, to rotate with it through the friction'albinding of that c ollar against. the side pf the friction wheel 71 underpressure of the spiral spring 86. The tension of the spring l86 shouldbe,l adjusted by means of the threaded sleeve 87 Aso that thefrictio'nal grip ofthe c ollar 76 against the friction wheel 71'issufficiently strong as' to slip only under a' load of resistance to itsrotation thatvis but slightly less than would cause the friction wheel.71

-S-the friction disk "67.A As the collar 76 is to slip in its frictionalengagement with feathered upon the shaft'f73it rotates that shaft withit and, through the bevel gear wheels 93` and 94, also rotates the shaft62.

The gear wheel 78 securedl for rotationwith-*the collar76 engages androtates the shafts, and as the threads on each of saidl pinions 7-9 and80 upon the shafts 73 and 74 respectively and, because of thepinionsshaft-sare opposi'tely disposed to the threads on the, othershaft, thepinions 82 and 83` will spiral upward upon their shafts,carrying the frame 84 and all of its contents with them, until a pointis reached where the resistance offered to the rotation ofthe collar 76withl the friction wheel 71 -overcomes the binding force of the spring`v86 and causes the collar 76 to slip some- -what, thus reducing itsrotary speed and tending to equalize the rotary speeds of the" shafts 73and 74, driven by the collar 76 through the gear Wheel 78, and thepinions ,82 and 83, driven by the friction wheel 71 enever this throughthe gear wheel. 81. slippage becomes sufficient in degree to equalizethese speeds, the upward travel 4of the .frame 84- and contents willlcease and the frame 84 will remain stationary.

.Should the resistance to the rotation of the ,Y

collar 76 decrease, the upward travel would recommence. Should theresistance further'e increase, the slippage of the collar 76 wouldbecome more pronounced and the .rotary speeds of the shafts'73 and 74fall below the rotary speeds ofthe pinions 82 and 83, with'the resultthat the frame 84 andA its contents would mov'e downwardly untilaposition was attained where the slippage of the collar 176 was onlysufficient' toy equalize the speeds of the shafts 73l and 74 andthepinions 82 and 83. Thus, the ratio of rotary speed of the shaft 62 tothe rotary speedof the shaft` 66 is automatically adjusted to meet theconditions of resistance offered by the load.`V

As the 'shaft 62 rotates, the weights 65 which rotates therewith tend tomove furthere away from the center of rotation `under the actionofcentrifugal force and to overcome the 'resistance exerted by the springs164 to "their outward movement.

The outward \movement of ltheweights 65 cause the feathered collar 60 toslide along the shaft 62 tow-ard the fixed collar 68 and, through theengagement of the bifurcated 4end portion 58 of the arm 56 with theannulargroove 59 in 'the collar 60, the arm 56 is moved with the collar60, causing the rack 55 on the lend of the arm 56 to be moved therewithand to rotate the gear wheel 54 with which that rack engages.Through-the rotation Aof the shaft` 53, to which the gear, Wheel 54 isfixe-d, the bevel gears 52 'and 51 and the gear Wheel 49 are alsorotated by the movement of the collar 60.

The gear Wheel 49 is in engagement with the Wide and internally threaded,pinion 44 and,'therefore,-causesj that pinion to rotate and to travellupward upon 'the-threaded shaft 3 7,^carryingl with itvth'e sleeve 45which is secured theretov and causing the circumferential rack teeth 46of the sleeve 45 to rotate the pinion 47 and the valve stem 48 4'and totend toward closing the throttle valve. Thus, should ythe pointer 24heindicating the numeral 5.upon the scale plate 26, meaning that a speedof five miles .per hour is desired for the vehicle or machine, andshou-ldthe rotation of the fshaft 22 in bringing the pointer to thatposition 'have opened the throttle valve more than enough to cause themotor to develop a speed that, when y.adjustedby the automatic`transmission Inaclaanislr` to meet the requirements of leverage neededto overcome the resistanceV offered to the rolll i rotation of the shaft62.

tation of the shaft 62, will give the shaft 62 the rotary speed to causethe vehicle to attain that speed, then the outward move-y ment of theweights 65 will cause corresponding rotatin of the pinion' 44 and upwardtravel Vof the same upon the threaded shaft 37, with closure of thethrottle valve to the degree` required to reduce the motor lspeed to'that required to transmit to the 62, the automatic ,transmissionmechanism will at once adjust the ratio of the speed of the shaft 62 tothe speed of the shaft 66 to the extent necessary to overcome that addedresistance, consequently slowing the As this. slow-ing of the shaft 62occurs, the weights 65 will approach each other to a degree'corresponding to the reduction in rotary speed of the shaft 62 and thiswill cause the further opening of the throttle valve, as will now beunderstood from the preceding pa-rt of this description. Such opening ofthe throttle will cause the motor to develop the additionalspeedrequired to keep the shaft 62 rotating at the speed that isequivalent to five miles per hour of vehicle travel. Should l this extraopening of the throttle, or any other cause, make the motor to develop aspeed in excess ofthe required speed, this would be immediately adjustedby the action of the weights 65 and movement of thepinion 44.

l Now, should the pointer be further moved so as to indicate, forexample, the numeral 25 on the scale plate 26, the additional rotationof the shaft 22 in bringing the pointer to that position will open thethrottle valve correspondingly more and will cause the motor to developcorrespondingly greater speed', which speed will be checked or regulatedby the action of the weights 65, as beforedescribed.

Reductions in speed wouldlobviously, be made by moving the pointer intheopposite direction.' sthe braking mechanism begins to be operative fromthe time the pointer moves from the position of 57" toward the positionS, a too'sudden movement of the lever 21 from a high speed position to apoint on the scale below 5 would cheek the momentum of the vehicle sosuddenly as to be dangerous. Therefore, a detent consisting of a leafspring 147 secured at one end to the scale plate 26 .and bent to form ahump, is interposed in the pathway of the lever 21 at the point wherethe pointer 24 indicates 5, and this detent makes it necffssary for theoperator to exert eXtra force in pushing the lever Q1 past it. Forexample, if the vehicle was travelling at a rate of twenty-five millesper hour and it was desired to stop suddenly, the operator would be aptto quickly throw the lever 21 toward the position S. If there was nodetent at 5, theresult would be that the brake valve 119 would be fullyclosed and the pump started to operating to compress air which, havingno escape, would bring the vehicle to a stop in the same manner as theapplication of an ordinary emergency brake. The safety valve 120 wouldoperate to allow the escape of the compressed air but not until theresistance it offered to the further turn- J Ving ofthe shaft 62 hadreached a point of braking effect upon that shaft that would check themomentum of the vehicle too suddenly for anything but an emergency. Butthe detent acts as a reminder and safety stop so that the o erator maythrow the lever 21 that far without any check when he wishes to stop andis reminded to move it more slowly from that point toward the point F orpoint S on the scale.

Thus, if the vehicle were travelling attwenty-five miles per hour andthe lever 21 wasthen thrown quickly over to the point 5, the throttlevalve would be almost completely closed for the instant because -f ofthe movement of the shaft 37 upwardly and because the `pinion 44 wouldalready have been moved on the shaft 37 through the action of theweights 65. Thus, the motor would be slowed down very greatly and wouldadjust itself through the action of the Weights 65 to drive the shaft 62at a speed equivalent to tive miles per hour of vehicle travel. As thelever 21- is further moved in the same direction the throttle valve isfurther closed and the clutch members 99 and 100 are engaged tooperatethe ,A

pump and compress air, while the brake valve 119 is progressivelyclosed. Thus, greater and greater resistance to the rotation of theshaft 62 is supplied while; the motor is more and more reduced in speeduntil, when the pointer 24 indicates"li` on the scale plate Q6, themotor will be rrunning very slowly, with the throttle valve nearlyclosed, and the friction wheel T1 will have reached a point opposite thecenter of rotation of the fri( Lion disk 67 and will not-be rotated,sothat the shaft 6:2 Will be stationary andA the vehicle at a stop,since the vehicle driving wheels cannot rotate without rotarie tionofthe shaft 69. and that shaft is prevented from rotation by theresistance thereto supplied by the air compressor and the closed valve119. lt should be understood that the valve 119 becomes completelyclosed as the pointer 24 reaches the point F.

rEhus, while the pointer 24 indicates 1"T the vehicle is at a standstillbut the motor running slowly. The vehicle can 'be started to travellingforwardly again by lmerely moving the lever 21 to indicate the dicate Rand then as muchfurther in that direction as to correspond to therearward speed desired. Should it be desired to stopped and the pointer24 indicatingS,

the pointer must be moved to indicate some speed beyond R and thestarting mechanism actuated. Shouldthe motor be running and the pointer24 indicating F when a reverse movement of the vehicle vis desired, aquick motion of -the lever 21 to bring the pointer 24 to indicate R lorany graduation beyond, will accomplish the purpose wit-houtstopping themotor, since the throttle valve-will be only closed yfor the instantthat the pointer 24 ispassing the point S /During the movement of the4pointer 24 from the position R to the position beyond R,l the throttlevalve is opened-in the, ,same way asin moving the pointer from theposition'r F to 5, except that th throttle is then opened by furtherrotation ofthe stem 48 in the same direction that tended-to closeit'before. Thethrottle valve being of the type of valve that has a cen'-tral closed position and is opened by move- 4to central position in `thegroove l102 and allows'the spring 105 to retract'the clutch member 100and disengage the pump from operation. A' p As the pointer 24 moves fromthe position S to the position R, the segment 149l of the segmental gearwheel. 128 engages and rotates the pinion 144 on the shaft 143 andalsocauses rotation' of the bevel gear wheel 142 which is fixed on thatsha-ft. Through engagement of the bevel gear wheel 142 with the bevelgear wheel 141 on the shaft 139, the shaft 139 is rotated, causing-thesleeve 13.7 to be slid toward the bevel gear wheel .141 through theengagement of the threads 140.011 the shaft 139v with the internalthreads of the sleeve 137, and this adjustsA thereversingever 136 insuch manner as to change the relations of the gears -consti- Itutingthereversing mechanism 134 so that the shaft 135 will be driven by theshaft 62 At the same time, the

in an opposite rotarydirection. In similar manner, as the pointerv 24moves from the position R to the position S,`the operation j ustdescribed is reversed with the result of adjusting the reversingmechanism 134 to transmit rotary motion from the shaft 62 to? theshaft135jin the same direction Yas i the rotation` of the .shaft 62.

It will be seen from the foregoing that' my invention providesaconstruction wherein run the vehicle backward when the motor 1s a singlevcontrol lever operates to control practically all of the functions ofthe vehicle or machine by replacing the usual throttle lever, clutchpedal, gear shifting pedals, accelerator' pedal, ordina-ry 'brake pedal,

ing ypedal or lever. lIt further dispenses with the need of aspeedometer for indicating the. speed of 4travel of the vehicle. It mayobviously also serve to operate motor starting mechanism and to advanceor .retard the ignit'ing spark progressively as the lever 21 is moved inthe direction to cause increasedv speed or in the opposite direction.

It is also evident that numerous departures from the specificconstruction described and illustrated inthis application-might be madewithout departing from the spirit of my invention. .For this reason,therefore,

emergency brake pedal or lever and reverscombination of a` driven shaft,a drivingI shaft, automatic means for varying the ratio of the rotaryspeedv of the said driven shaft tothe rotary speed of the said drivingsha-ft in inverseproportion to the degree of resistance offered to therotation of the said driven shaft, automatic means for varying therotary speed of the said driving shaft` trolled by the position of thesaidcontrol lever for changing the said givenrate of rotary speedof thesaid driven shaft.

2.'In machine control mechanism, the

115 -the will of the operator,v and means con l I combinationof a drivenshaft, a drivingshaft, means for varyin the ratio ofthe throughout allchanges in the said ratio, a

control lever adapted to be positioned at the w11l of the operator, andmeans controlled 'lil by the position oi the -said control lever forchanging 'the said given rate of rotary speed of the said driven shaft.

3. ln machine control mechanism, the combination of a driven shaft,automatic speed changing gearing adapted to transmit the rotary motionof the motorto the said driven shaft at varying ratios controlled by xthe resistance o'ei'ed to the said driven sha-ft, and lautomatic meansfor governing the speed of the said motor to maintain the speed of thesaid driven shalt at a given rate throughout all changes in the ratio ofthe speed of the said driven'shaft to the speed of the said motor.

d. ln machine control mechanism, the combination of a driven shaft,automatically governed speed changing gearing adapted to transmit rotarymotion from the motor to the said driven shaft so that the speed ot thesaid driven shaft is always iiiversely proportional to the resistanceodeied thereto aiid may be at any of various ratios 25A to the speed ofthe said motor, and automatic means adapted to so govern the speed ofthe said motor as to cause the said motor to drive the said driven shaftat a constant rate of speed regardless of the speed ratio of the saiddriven shaft to the speed of the said motor. A

5. ln machine control mechanism, 'the combination of a driven shaiit,speed changing gearing adapted to transmit rotary motion from the motorto the said driven shaft in such manner as to cause the said motor todrive the said driven shaft at any of various ratios of speed to thespeed of the said motor inversely proportional to the degrees ofresistance od'ei'ed to the rotation oit the said driven shalt, automaticmeans adapted to so govern the speed of the said motor as. to cause thesaid motor to drive the said driven shaft at a determined constant rateof speedregardless of the ratios of speed between the said driven shaftandV the said motor varying, and means under the control of the operatorfor selecting the determined .con-

'stant rate of speed at which the said motor must maintain the Saiddriven shaft.

6. ln machine control mechanism, the combination of a motor operated.driving shaft, a driven shaft, automatically operat ing speed changinggearing adapted to very the ratio or the speed of the said driven' shaftto the speed of the said ydrivingfshatt in inverseA roportion to thedegrees of resistance o ered to the rotation of the said driven shaft,and governing means adapted to vary the speed of the said driving shaftinversely proportionately to each variation in the speed of the saiddriven shaft.

7. ln machine control mechanism, the combination ot a .motor drivenshaft, means under the control of the operator for regu-V lating thespeed' ot the said motor driven shaft, automatically operating gearing,and means controlled by the op tion oli-said change speed gearing1 '.lorvarying the speed or the said motor driven inverselyto each change otspeed etecte by said chan e speed gearing.

8. ln mac ine control mechanism, the combination of a motoroperateddrivine,1 shaft, means under the control or the oper atontorregulating the speed ot the said driving shaft, a driven shalt,automatic means adapted to vary the ratio oi the" speed oit' the saiddriven shaft to the speed oir' the said driving shaft in inverseproportion to each change' in the degree ont resistance of `fered to therotation ci' the said driven shalt, and automatic means adapted to varythe speed oi the said driving shaft in inverse proportion to each changein the speed et the said driven shaft.

9. ln vmachine control mechanism, the combination of a motor operateddriving shaft, a driven shaft, automatic means adapted to vary the ratioot the speed ot the said driven shaft to the Speed of the said drivingshaftin inverse proportion to each change in the degree ot resistanceentered to y the rotation of the said driven shaft', mea s under thecontrol of the operator and adapted to adjust the said mechanism torotate the said driven shalt at any desired constant speed, andautomatically operating means adapted to vary the speed or the saiddriving shaft in inverse proportion to each change in the speed of thesaid drivenshatt in such manner as to maintain the speed of the saiddriven shaft substantially constant at the rate determined by theposition oi the said means under the control ci the operator.

l0. ln machine `control mechanism, the combination or a motor operateddriving shaft, a driven shaft, automatic means' adapted kto vary theratio ol'- the rotary speed oi the said driven shaltvto the rotary speedci the said driving shalt in inverse l a n proportion to each change inthe degree or resistance oliered to the rotation of thesaid drivenshaft, automatic means adapted to v .vary the speed of the said drivingshatt in inverse proportion toeach change 'in the speed of the saiddriven sha'lt maintained ti;

through the operation oil 'the last named automatic means may be at therate desired by the operator..

il. ln machine control mechanism, the

combination ot a motor operated driving t shaft, a driven shaft,automatic means adapted to vary the ratio of the speed or the saiddriven shaft to the speed ot the said driving1 shaft in inverseproportion to each change in the degree or resista-nce oillered to rceiii? tation of the said driven shaft, means under the control of theoperator adapted to regulate the normal speed of the -said drivingshaft, and automatic means adapted to vary the speed of the said drivingshaft above or below the lsaid normal s peed ininverse proportion'toeach change 1n the speed .ofthe said driven shaft.

ed to transmit rotary 12. In machine control mechan ism the combinationof a control lever, an indicator carried by said lever, a graduatedplate,

adapted to have any of its graduations indicated by the said indicatorwhen the said lever is moved to proper position therefor, a motoroperated driving) shaft, a driven shaft, automatically shifta le gearingadaptdriving shaft to said driven shaft at varyingratios of speeddetermined by the degrees of resistance offered to the rotation of thesaid driven shaft, means controlled by the position of the said leverfor regulating the normal speed of the said drlving shaft, and automaticmeans'adapted to Y .ry the 'speed of the said drivin shaftabove or belowthe said normal spee in inverse proportion. to each change in the speedof the said driven shaft in such manner as to maintain the speed of thesaid driveny shaft substantially constant at the rate indicated by thegraduation on the said graduated A plate by the said indicator carried'by the y said control lever.

13. In machine control mechanism, the combination of a motor operateddriving shaft, adriven shaft, gearing adapted to be adjusted to transmitthe rotary motion of the said driving shaft to the said driven shaft atany of various speed ratios therebetween, automatic means for adjustinthe said gearing to maintain the ratio o? the speed of the said drivenshaft to the speed of the said driving shaft inversely proportional tothe degree' of resistance offered to the said driven shaft, means undercont-rol of the operator adapted to regulate the normal speed of thesaiddriving shaft and automatlc means adapted to vary the speed of thesaid driving shaft above onbelow the saidnormal speed" in inverseproportion to l each change in the speed of the said driven by theoperator and by the speed of the saidv motion from said v 14. In machinecontrol mechanism, the

maintain the speed of the said driven shaft at whateversubstantially-,constant speed rate may be 'willed by' the operator,

' 15. .In machine. control .mechanism, the combination ofV a motoroperated driving shaft, a driven shaft, automatic means adapted to varthe ratio of the speed of the said drivenshaft to the speed of the saiddriving shaftA in inverse proportion to eachx change in the degree ofresistance offered to the rotation of the said driven shaft,l andmeansjointly controlled by the.

operator and by the speed of the said driven shaft for so regulating thespeed of -v the said driving shaftas to maintain the said driven "shaftat Whateversubstantially constant speed-may le willed by the operator.

16. In machine control mechanism, the

combination of mechanism for governing the speed of a driving motor andmechanism for automaticallyl yvarying the ratio of the speed of themachine to the speed of the said motor in inverse degree of resistanceofere of the said machine.

17. In machine control mechanism, the combination of means underthecontrol of the operator for regulating the normal speed of a drivingmotor, mechanism' for automatically varying the ratio of the speed` ofthe machine to the speed of Vthe said motor in inverse proportion toeach change in the degree of resistance offered to the ope-ration 'ofthe said machine, and means lcont-rolled by each change in the speed of(proportion to the, to the operation the said machine forvarying thespeed of the said'motor above or lbelovv 4the said normal speed ininverse proportion to the variations in the speed of the said machine.l

18. In machine control mechanism, the combination vof a motor .operateddriving shaft. a driven shaft, mechanism adapted to be adjusted to Vvarythe ratio of the s eed of the said driven shaft. to the speed o the saiddriving shaft, a control lever adapted to govern the normal speed lofthe said -driving shaft according to the positionof the said controllever, automatic means adapted to vary the speed of the said drivingshaft above or `below the said normal speedl in inverse proportion toeach change in the'speed of the said driven shaft, andmeans adapting thesaid vcontrol lever to govern the direction of rotationof the saiddriven shaft according to the position of the said control lever.

19. In machine control mechanism, thev combination of a motor operateddriving shaft, a driven-shaft, mechanism adaptedl to automatically varythe ratio'of the speed-of the said driven shaft to thespeed of the .Saiddriving shaft lin inverse proportion to megane j each change in thedegree of resistance offered to, the rotation of the said driven :gliit, control lever adapted to govern the normal speed of the said drivingshaft according to the position of the Said control lever with respectto a ixed plate having graduations thereon, automatic means adapted tovary the speed of .the seid driving shaft alcovek or below the saidnormal speed CHARLES H. GliLL.

